Air conditioning apparatus



' June 4, 1940. A. E. DEMPSEY. JR 2,203,406

AIR CONDITIONING APPARATUS Filed Dec. 3, 1952 5 Sheets-Sheet 1 x MO1771-g9 June 4, 1940. A. E. DEMPSEY. JR

AIR CONDITIONING APPARATUS Filed Dec. 3, 1932 3 Sheets-Sheet 2 g- 4135 fI 37 I am 55%? Q r 6 e r. @ox x Mm; J a? Patented June 4, 1940 UNITEDSTATES PATENT OFFICE AIR CONDITIONING APPARATUS tion of IllinoisApplication December 3, 1932, Serial No. 645,552

19 Claims.

My invention relates in general to air conditioning and has moreparticular reference to temperature control of the atmosphere incompartments and more specifically to compartments l3 includingrefrigeration means for maintaining a storage compartment below apredetermined maximum when the outer atmosphere is relatively warm, andalternately operable heating means for maintaining the temperaturewithin the com- 20 partment above a predetermined minimum when theexternal atmosphere is relatively cold;

To provide refrigerating means operable while the car is in transit andhaving associated means to store up refrigerating energy in excess ofthat 93 required to maintain the atmosphere in the car below apredetermined maximum temperature while the car is in motion and theapparatus is functioning, and to liberate the stored refrigeratingenergy when the refrigerating means be- 20 comes inoperative while thecar is stationary;

To provide a refrigeration system including cooling devices adapted forselective operation, the one for cooling the atmosphere of the car andthe other for storing refrigerating energy for lib- :zr, eration afterthe temperature of the car has reached a predetermined value;

To provide a refrigerating apparatus adapted to maintain the atmospherein the car below a predetermined temperature and cooperativelyassociated heating means operable to maintain the atmosphere in the carabove a predetermined minimum temperature;

To provide a refrigerating device to maintain the temperature of the carbelow a predeter- 45 mined value, including means operable to storerefrigerating energy in excess of that required to maintain thepredetermined temperature and to liberate the stored energy when therefrigerating apparatus becomes inactive in order to continue 50 therefrigerating effect for an appreciable interval, and heating meansoperable when a predetermined minimum temperature is reached to preventfurther cooling below said minimum temperature;

55 To drive the compressor continuously in one direction by the movementof the car while in transit in either direction;

To operate the system by electromotive means powered either by directcurrent from a direct current source actuated by the movement of the 5car or by alternating current when the car is stationary, in which casethe electromotive means is adapted to deliver direct current foroperating and for controlling the system;

To utilize a direct current power source actuated by the movement of thecar for operating the system while the car is in motion and to utilizealternating current for operating the system when the car is stationary;

To provide heating and cooling apparatus for cars, wherein the apparatusis operated and controlled from the moving parts of the car by means ofan electrical connection;

To operate the refrigerator system by means of a direct currentelectrical motor powered from a direct current generator driven from theaxle of the car when the car is in transit and to operate the system bymeans of power developed by the motor operating as a generator driven byalternating current power when the car is stationary;

To provide a temperature control for refrigerator cars including heatingmeans and cooling means powered from the movable portions of the car inorder to maintain the atmosphere of the car between predeterminedadjustable maximum and minimum temperatures;

To provide a cold storage device, whereby the refrigerating energydeveloped in excess of that required to maintain the atmosphere of thecar below a predetermined temperature may be 35 stored up for future useafter the refrigerating system becomes inactive;

To utilize a non-liquid, cold storage, or holdover material in order toeliminate the disadvantages of corrosive liquid storage materials;

To provide a cold storage device, including cooling coils embedded in asuitable, lightweight, solid, cold storage material having high specificheat whereby to store potential refrigerating energy in condition forliberation as and when required;

To provide control devices for selectively actuating the heating andcooling devices in accordance with the temperature prevailing within therefrigerating compartment in order to maintain the atmosphere below apredetermined maximum temperature and to automatically apply heat whennecessary in order to maintain the atmosphere above a predeterminedminimum temperature;

To provide a refrigeration system actuated from the axle of a car,including means to store a temperature control system may be poweredfrom an external source when the car remains stationary for a length oftime in excess of the interval provided for by the cold storage elementof the system;

To provide means for selectively powering both the heating and coolingsystems from the axledriven generator when the car is in transit andfrom an external source of electrical power when the car is stationary;

To provide for the operation of the heating and refrigerating system bymeans of unidirectional current while the car is in transit in order tomaintain a substantially constant refrigerating effect at all speeds,and for the operation of the system by means of alternating current froma commercial power line when the car is stationary;

To provide for powering the heating and refrigerating system from theaxle of the car while in transit, or from an electric motor connected toan external power source when the car is stationary; to provide anelectric generator driven from the axle of the car to supply power foroperating a heating element for maintaining the temperature of the carabove a predetermined minimum in conjunction with means operating fromthe axle of the car for maintaining the temperature of the car below apredetermined maximumgand means driven from the axle for circulating airin the car in order to promote the operating efficiency of the heatingand cooling means; to provide refrigerating apparatus for the car havinga coil operable to directly refrigerate the atmosphere in the car and analternately operable coil to deliver refrigerating energy in excess ofthat required to maintain the temperature within the car below apredetermined value to a cold storage device for liberation to maintainthe predetermined low temperature 'for an appreciable period after therefrigerating system becomes inoperative; to provide a temperaturecontrol system including an axle-driven refrigerator, an axle-drivenheating device, and thermostatic means for selectively controlling theheating and refrigerating devices, said control means being operated bypower supplied from the axle of the car no matter in which direction thecar may travel; and to provide switching means for operating theheating, cooling, and air-circulating apparatus selectively from anaxle-driven, direct-current generator, or from an external source ofalternating current power, said switching means including thearrangement of the heating and air circulating elements whereby the samemay be operated at full heat or at fractional heating capacity.

Numerous other objects and advantages of the invention will be apparentfrom the following description, which, taken in connection with theaccompanying drawings, discloses a preferred embodiment of theinvention.

Referring to the drawings:

Figure 1 is a sectional view taken longitudinally through a railroadrefrigerator car to illustrate a preferred embodiment of my invention;

Figure 2 is a sectional view taken substantially along the line 2-2 inFigure 1;

Figure 3 is a diagrammatic representation of the electric connectionsemployed for operating and controlling the temperature regulating system illustrated in Figures 1 and 2;

Figures 4 and 5 illustrate modified arrangements embodying theinvention; and

Figure 6 is a perspective view of a modified form of the cold storagedevice.

To illustrate my invention, I have shown on the drawings, a preferablyins lated casing II comprising any type of compar ment l2 havingtemperature control apparatus built in accordance with the teachings ofmy present invention.

The casing M, in the illustrated embodiment, preferably comprises thebody of a railroad refrigerator car and is mounted on wheels I3. The

temperature control apparatus preferably includes a system for thecirculation of any suitable refrigerating medium, such as ammonia,

sulphur dioxide, ethyl chloride, or any other suitable medium; thesystem includes a compressor 85, a condenser ll, cooling coils l9 andcold storage devices 25 located in any suitable or convenient positionon or in the casing, there being preferably a coil i9 and a cold storagedevice 28 behind partitions or bulkheads M at each of the opposite endsof the casing it although of course, the coils l9 and the devices 2| maybe located on the side walls or roof of the compartment, or in any othersuitable position in the compartment, if desired. The bulkheadspreferably have openings l6 and M? respectively near the floor and nearthe ceiling of the compartment to facilitate the circulation of airbetween the compartment and the cooling devices l9 and 2E. The systemalso includes suitable piping or conduits 23 for connecting thecompressor, condenser and cooling devices I9 and 2| in a circulatingsystem.

The coils l9 and the devices 28 at the opposite ends of the compartmentare arranged for parallel operation and a temperature regulated controlvalve 25 is provided to direct the fiow of the refrigerating mediumeither to the refrigerating coils 89, or to the cold storage devices 26.

The refrigerating medium is circulated in the system from the compressorl5 through a pressure-limit switch 2W, an oil interceptor 29, and thecoils M of the condenser, thence through an expansion valve 24 and thecontrol valve 25, thence either through the parallel circuits 33,including the coils H! at opposite ends of the storage compartment, orthrough the parallel circuits 35.through the cold storage devices 2| atopposite ends of the compartment and finally back through the returnconduit 37! to the inlet of the compressor 85.

The temperature control apparatus includes blowers 38 for circulatingthe air in the car, said blowers, as shown in Figure 1 of the drawings,being preferably located at opposite ends of the car with their intakesnear the ceiling of the compartment l2, and arranged to direct currentsof air downwardly through the conduits 39, the discharge ends of whichare located adjacent the floor of the car and are provided with heatingelements 40. The control apparatus also includes thermostaticallyoperated devices preferably located within the car in any suitable orconvenient position. These devices, as shown in Figure 1 of thedrawings, are carried by a suitable support 43 mounted on the ceiling ofthe compartment.

ing elements 4|, and the compressor I5. This control apparatuspreferably comprises electrical circuits and circuit-switching meansconveniently located in a control cabinet preferably located on theunderside of the car bottom.

Means is also provided for powering the refrigerating system, theblowers, and the heating elements from one of the car axles oralternatively from an external source of power. The compressor l5, whichmay be of any preferred form and type, is preferably supported on asuitable frame 41 mounted beneath the central portions of the car, theframe being of open construction in order to permit air to circulatearound the compressor in order to cool the same. The compressor isdrivingly connected with a direct current motor 49, which, in turn, isprovided with suitable electrical connections for deriving operatingpower from a constant potential, variablespeed, direct current generator5| which delivers direct current without change in polarity no matter inwhich direction the car travels. The direct current motor is carried inthe frame 41 with the compressor, and the generator is located in anysuitable or convenient position beneath the car body and is drivinglyconnected as by means of the belt or chain 53 with a car axle 55. Thedriving element 53 operates over suitable pulleys or sprockets 51 and 59mounted respectively on the car axle and on the shaft of the generator.The driving elements 53, 51, and 59 are so arranged that the pulley 51may swing out of alignment with the pulley 59 when the car is travelinga curved path without interfering with the driving connection. Ofcourse, any suitable equivalent driving device may be employed, such asan extensible shaft provided with universal joints and operativelygeared at its opposite ends to suitable gears on the axle and on thegenerator. Or the generator may be mounted directly on the truck orbogie, which carries the axle 55, and may be either drivingly connectedwith the axle by mechanical means, or may be built onto the axle itself,in which case the generator swings with the axle and no provision needbe made for the relative displacement of the axle with respect to thegenerator while the car is traveling a curved path. In any event, themovement of the car, in transit, through its axle drives the generator5| and when the car is moving at higher than a predetermined minimumspeed, the generator produces current at constant potential andunchanging polarity, no matter how fast nor in which direction the carmay travel. The current produced by the generator is used for drivingthe motor 49 and for other purposes which will hereinafter be more fullyexplained.

Means is also provided for driving the compressor from an external powersource when the car is stationary. For this purpose, I prefer to utilizean alternating current motor 6|, although other forms of motive devicesmay, of course, be employed if desired. The compressor, thedirectcurrent motor 49, and the alternating-current motor El preferablyhave their shafts directly coupled together as shown at 63, although, ofcourse, if the compressor employed is other than the rotary type shownin the drawings, a direct coupling between the compressor and the motors49 and 6| cannot be accomplished, but, in such a case, I prefer toemploy a geared, belted, or

cranked connection for driving the compressor.

Thus a suitable connection is provided whereby the alternating currentmotor may be electrically connected in a readily detachable manner witha source of external power in order to drive the compressor and thusoperate the refrigerating system and drive the direct-current motor as adirect-current generator when the car is stationary.

.If desired, the motor 49 and the motor 6| may be built as a unit as byproviding an ordinary repulsion induction motor with a commutator andbrushes to connect the rotor for direct current operation. Such a devicecan be driven as a direct-current motor by connecting its brushes with asuitable source of direct-current, as, for instance, the generator 5|,or can be driven as an alternating current motor-direct currentgenerator by connecting the induction motor leads to a suitablealternating-current source. However the eifect is accomplished, themotor-generator set 49, 6| provides for operating the system either bydirect current produced by the motion of the car while in transit or byalternatingcurrent when the car is stationary. In either event, theoperation of the system is controlled, at least, in part by directcurrent of constant or unchanging polarity produced by the generator 5|while the car is in motion in either direction, or by the motorgenerator combination 49, 6| when the car is stationary.

An important advantage of my present invention is that the compressor isalways driven in the same direction whether the car is stationary or inmotion and regardless of the direction of car travel.

The condenser I1 is preferably mounted on the outside of the car body inposition exposed to the external air currents created by movement of thecar in either direction in order to promote the dispatch of heattherefrom. However, the condenser may be located in any convenientposition on the underside of the car body, the condenser being ofcompact construction so that it may be mounted adjacent the compressor.The condenser comprises one or more coils of pipe 65 provided withextended heat-radiating fins or other heat-transferring surfaces and ismounted within a suitable housing 61 through which a circulation of airmay be maintained by means of the fan 69 in order to efficiently andrapidly cool the refrigerating medium compressed in the compressor anddelivered thereby through the pressure limit switch 21 and the oilinterceptor 29 to the condenser. The fan 69 is preferably electricallydriven and suitable connections are provided for supplying the same withpower from the generator 5| while the car is moving or from the motor 49driven as a generator by the motor 6| when the system is being actuatedfrom an external source of power. The oil interceptor 25 is positionedin the conduit connecting the compressor discharge with the condenserinlet. The pressure limit switch 21 is also located in this conduit 1|between the compressor and the condenser. The oil interceptor 29 may beof any suitable or preferred form for the purpose of removing oilcarried in suspension by the compressed refrigerating medium forced fromthe compressor and thus eliminate trouble in the condenser and otherportions of the circulating system caused by the oil tracings in thecirculating medium. A supply pipe 13 for the compressed and cooledrefrigerating medium delivered from the condenser leads into therefrigerator compartment and connects with an expansion valve 24 andthence to the valve 25 controlling the distribution of the refrigerantthrough the parallel circuits 33 to the coils I9, or through theparallel circuits 35 to the coils of the cold storage devices H. Thevalve 25 may be of any suitable or preferred form for directing therefrigerant selectively into the circuits 33 or into the circuits 35.When the refrigerant is directed through the circuits 83, the atmospherein the car will be refrigerated by direct contact with the coils 19.When the atmosphere has thus been cooled below predeterminedtemperature, the thermostat devices on the mounting 43 operate throughthe control circuits hereinafter more completely described, to cause thevalve 25 to direct the refrigerant into the circuit 35. At this time therefrigerating energy in excess of that required to cool the car down tothe temperature at which the switching occurs, will be stored up in thecold storage devices H for future liberation whereby to maintain theatmosphere in the car in a substantially cold condition for aconsiderable interval after the refrigerating apparatus becomesinactive, as when the car is stationary for a period long enough todemand that the apparatus be connected for operation to an externalpower source.

The cold storage devices M, as illustrated in Figure 1 of the drawings,comprise tanks 75 containing a fluid cold storage or hold-over medium,preferably brine, that is to say, a solution of salt or calcium in waterand suitable conduits or coils of pipe 59 immersed in the brine andconnected with the refrigerating system. Alternatively as shown in Fig.6, I propose to provide cold storage devices 22 consisting of coils 88of suitable configuration embedded in a block it of relatively solid ormoldable material having a high specific heat factor. Material, such asrubber or rubber compounds, form suitable moldable material in which toembed the coils. In operation, the refrigerating medium flows throughthe coils of the cold storage unit and the cold storage medium is cooledthereby, that is to say, absorbs refrigerating energy. The amount ofenergy absorbable in the cold storage or hold-over unit depending uponthe specific heat of the material employed. Cold storage units made byembedding the coils in a moldable compound, such as rubber, have adistinct advantage in that there is no corrosive fluid involved as inthe case of a brine tank cold storage unit. Leakage and consequentdamage to surrounding parts and apparatus is thus avoided.

The cold storage or hold-over devices 2i particularly if of thealternative solid construction 22 need not necessarily be placed in theends of the car behind the partitions i l but may be convenientlylocated in any suitable or convenient position as on the side walls orroof of the compartment l2.

In Figure 3 of the drawings, I have illustrated a schematic diagram ofelectrical connections whereby the several elements of the heating andcooling system are operatively connected together and the operationthereof correlated in order to automatically maintain the car insubstantially cold condition between adjustable limits of maximum andminimum temperatures.

In the apparatus illustrated, the constant current, variable speed,direct-current generator 50 has a field coil 52 and is driven from theaxle 55. The generator is of any suitable or preferred constructionadapted to deliver direct current at constant potential and polarityfrom the brush terminals 8i no matter which direction the generator armis turned by the car axle. The brush terminals are connected withconductors 88 and 84 forming direct current buses, there being asolenoid switch 85 normally biased by means of the spring 86 to openposition, in series in the direct current bus 83 adjacent the generator5|. The solenoid switch 85 has an operating 001189 of the potentialtype, connected to the bus conductor 83 between the switch 85 and thegenerator terminals and to the conductors 84 in order to close theswitch against the bias of the spring means 86 as soon as the generatorhas reached a minimum operating speed to deliver its normal potentialbetween the terminals 89. The solenoid switch 85 also has a holding coil9| in series in the bus conductor 83 in which the switch 85 is connectedso that the switch 85 will be held closed as long as current is flowingin the conductor 83. The bus conductor 88 also has a second solenoidswitch 98 normally biased toward open position by the spring means 95,said solenoid switch 88 having an operating coil 9'! of the potentialtype, one end of which is connected with the bus conductor 88 betweenthe switches 85 and 98 and the other end of which is connected to onecontact of a switch 99, the other contact of said switch being connectedthrough the conductor nm to the direct current bus 84 thus completingthe operating circuit of the switch 93 so that the switch will be closedagainst the bias of its spring whenever switches 85 and 99 are closedwith power on the bus conductors 83 and 84.

The direct current motor 48 has a field coil 50 which is connectedbetween the buses 83 and 84 in such a fashion that the switches 85 and93 control the flow of direct current along the buses between the motor39 and generator 5|.

The direct current motor 48 is provided with a starting compensator,comprising a solenoid switch 583 inserted in one of the bus-conductorsbetween one end of the coil 58 and a brush terminal m5 of the motor. Theswitch is normally biased by means of the spring ml toward open positionand a starting resistance M9 is connected in parallel with theswitch'opening. The switch H83 has an operating coil M l of thepotential type connected in the bus conductor 84 between the switch 683and the motor terminals. The switch 988 is closed when the backelectromotive force, created by the motor in starting, has reached apredetermined value in order that, upon starting, the resistance will bein series with the armature of the motor. When the motor has reached aspeed to deliver a counter electromotive force sufficient to close theswitch I03 against the bias of its spring, the resistance I88 is shortcircuited through the switch and the full potential is delivered by thegenerator to the armature of the motor.

The condenser cooling-fan-motor 69 is connected with the direct currentbus 88 between the motor 49 and the switch 83 by means of the conductorM14 and is connected with the direct current bus 84 as by means of theconductor so that the condenser cooling-fan-motor will operate eitherwhen the car is moving with the generator 501 in operation (the switches85 and 93 being closed) or when the car is stationary and the motor M isdriving the motor 49 as a generator.

As heretofore described, the alternating current motor 60, and the motor49 are preferably coupled together and both are operatively connectedfor driving the compressor l so that either the direct current motor 49or the alternating current motor 65 may be utilized to drive thecompressor.

When the motor 48 is driving the compressor,

the motor 6| is being driven in a substantially idle condition. When themotor BI is employed to drive the compressor, it will also drive thearmature of the motor 49, which, being of the direct current type, willoperate as a direct current generator. In other words, when the car isstationary and the motor 5| is being driven from a source of externalpower, the driven motor 49, operated as a direct current generator, willsupply direct current to the bus bars 84, for a purpose which willhereinafter be more fully described.

The motor BI is preferably of the squirrel cage type having a rotor I2Iand stationary windings I23 of any suitable form for causing the rotorto turn when alternating current is applied to the windings.

As illustrated in Figure 3 of the drawings, the windings I23 form athree-phase delta connection to which three-phase alternating current issupplied by means of the conductors I25, which are connected between thewindings I23 and the poles I21 of a selector switch I29. The switchillustrated is of the triple-pole, double-throw type having switchblades pivoted to the central blade supports I31 in position to swingselectively into engagement with the blade-receiving terminals I21 orinto engagement with the blade-receiving terminals I33.

The blade-carrying terminals I3I are connected to the conductors I35,which terminate in a suitable outlet I31 by which a detachableelectrical connection may be made between the conductors I35 and anexternal source of alternating current power whereby when the switchblades are positioned in contact with the blade-recelving terminals I21,alternating current power may be fed through the conductors I35 and I25to the motor BI.

The outlet of the compressor is connected with the pressure-limitingswitch 21. This switch is normally open but is adapted to close when thepressure in the discharge line of the compressor exceeds a predeterminedvalue. The normally open switch is in a circuit I I3 extending from thebus connector 84 to the bus connector 83 between the switch 85 and aterminal 8| of the generator and includes the operating coil II5 of asolenoid switch I I1, which is in series in the operating circuit oi thecoil 89 which operates the switch 85. The switch H1 is normally biasedtoward closed. position as by the spring H9 so that as long as thepressure in the discharge line of the compressor does not exceed thepredetermined maximum, the switch 21 will be open and the switch H1 willbe closed so that the coil 89 may hold the switch 85 in closed positionso long as the generator 5| is in operation. If, for any reason, thepressure in the discharge line becomes dangerously high, the switch 21will close, causing the coil II 5 to open the switch II1 against theurge of its spring, thus rendering the coil 89 inoperative andpermitting the switch 85 to open. This will prevent electrical powerfrom being de- 3 livered from the generator to the motor which willcause the same to slow up and relieve the excessive pressure in thedischarge line of the compressor.

If desired, the pressure-limiting switch 21 may also be provided withmeans for controlling the operation of the motor 5| in order to providea similar protection against excessive pressures in the discharge lineof the compressor when the same is being driven by the motor Bl.

Two of the blade-receiving contacts I33 are connected by means ofsuitable conductors I39 to the heaters 4 I, which are preferablyconnected in series between the conductors 39. The blowers 38 areoperated by electric motors I4I, which also are preferably connected inseries between the spaced conductors I39 so that when the blades of theswitch I29 are in engagement with the blade-receiving conduits I33, onephase of the alternating current power supplied from the external powersource through the outlet I31 will be applied for driving the motors MIand for operating the heaters 4I.

Means is provided for short-circuiting the conductors I39 whenever theheaters are powered from the direct current busses. This occurs onlywhen the car is in motion and the connection by which power is suppliedto the system from an external source is broken. This is to permit theblower motors and heaters to be operated in parallel by direct currentproduced by the generator 5| when the car is in motion, and comprises aswitch I45 connected for short-circuiting the conductors I43 when inclosed position. The switch I45 is normally urged toward open positionby means of the spring I41 and has an operating coil I49 connected tothe conductor 83 between the switches 85 and 93, and to the conductor84, so that whenever power is applied to these bus conductors, as whenthe heaters are powered therefrom, the coil I49 will close the switchI45 against the bias of its spring and will hold the switch closed whilethe heaters are in operation.

The conductor I5I which joins the heaters, and the conductor I53 whichjoins the motors, are connected to the bus conductor 84 as by means of aconductor I43 with the common con ductor Illl which in turn is connectedwith the direct current bus conductor 84. One of the conductors I39 alsois connected by means of the conductor I51 through a control switch I59and the conductor IE! to the direct current bus conductor 83 between theswitches 85 and 93 so that the heater 4| and the blower motors I4I maybe powered from the direct current buses 83 and 84 when the car is intransmit and the system being operated by power delivered from thegenerator 5|, it being understood that under such conditions theswitches 85, I45 and I59 will be closed thus throwing the heaters 4| andmotors 14! in parallel between the bus conductors 83 and 84 carrying thepotential developed by the generator 5|.

The switch I 59 is normally biased toward open position by means of thespring I60 and has an operating coil I52 for closing the switch againstthe bias of its spring. The operating coil is connected by means of theconductor I6I to the direct current bus 83 between the switches 85 and93 and is also connected through a control switch I64 and the returnconductor IDI to the direct current bus 84.

The reason for operating the heaters and blowers in parallel from thedirect current system and in series from the alternating current systemis that the most efficient apparatus for use in the direct currentsystem has a voltage characteristic substantially less than the voltageavailable in ordinary commercial power lines carrying alternatingcurrent so that it is preferable to design the direct current apparatushaving a voltage such that the heaters and motors can be operated inparallel with the full direct current voltage across each heater andblower element and can be operated in series when connected in thealternating current system.

If desired, however, the connections may be made to permit operation ofthe heaters and blowers in series when connected to the direct currentsystem simply by omitting the switch I46 and its connections and byomitting the conductor I43 while connecting the conductor ifll to theconductor I39 other than the one with which the conductor H51 isconnected. Suitable connections also may be provided for operating thealternating current system from commercial power lines having differentalternating current voltages.

The temperature regulating control valve 29 is normally biased,preferably by gravity, to

direct the refrigerating medium into the parallel circuits 33, whichinclude the direct cooling coils I9. The valve has a coil 199 forshifting the valve against its bias to condition it to deliver therefrigerating medium into the parallel circuits 35. The coil H63 isconnected through a switch I65 and the return conductor H to the directcurrent bus conductor 99 and is also connected by means of the conductor[I99 to the direct current bus conductor 99 between the motor 49 and theswitch 99 so that when the switch I65 is closed, the coil I163 may beactuated from the direct current system either when the generator M issupplying current to the system or when the motor 49 is driven as agenerator Si by the motor and is'supplying the current to the system butcannot be operated when the switch 93 is open with the power beingsupplied by the generator M. It will be noted also that the operatingcoils 91 of the switch 99 and H62 of the switch 59 can be actuated onlywhen the generator M is supplying power to the direct current system andcannot be operated when the motor 49 is operating as a generator tosupply power to the system.

The operation of the system is controlled from thermostatic meansmounted on the support 43, the devices to be controlled including themagnetic valve 25, the heating elements and fans MI and the switches andH59.

It will be noted that these devices are thermostatically controlled inthe illustrated embodiment only when the direct current system is inoperation, that is to say, when the car is in transit. It is ordinarilyunnecessary to control the heating and cooling devices when the car isstationary for the reason that it is unnecessary to limit the coolingeffect applied to the car while it is waiting to receive a load offreight. Even if the car is cooled substantially below the temperatureat which the freight is to be maintained, the precooled car will becomeheated to a certain extent during the loading operation, for whichreason, it is unnecessary to limit the pre-cooling except, insofar asthere is a natural limit of temperature to which the car may bepre-cooled, which natural limit will depend upon the natural limit ofthe cooling apparatus and the temperature at which the pre-cooling isaccomplished. Neither is it necessary to control the pre-heating of thecar for similar reasons. I, therefore, do not show any means forcontrolling the extent of the preheating or pre-cooling which may beaccomplished when the system is operated from an external power sourcewhen the car is stationary. However, it is obvious that the devices,which control the operation of the system in response to temperaturechanges in the car, may be arranged to operate when the system isoperated from an external power source when the car is stationary.

The temperature control is effected from the thermostatic means which iscarried on the support 43 through switching devices controlled by thethermostatic means. The switching devices in turn control the operationof the switch 93. This latter switch in turn controls the operation ofthe refrigerating system.v The switching devices also control the switchI59, which controls the operation of the heating devices. The switchingdevices also control the valve 25, which controls the delivery of therefrigerating medium either to the direct cooling coils l9, or to thecold storage devices 20.

It is desired that the switch 93 be closed in order to maintain therefrigerating system in operation, that is to say, in order to drive thecondenser, cooling-fan-motor 69 and the motor 99 when the valve 25 isgravity-actuated so as to deliver the refrigerating medium to the coilsI9, as long as the temperature within the car exceeds a predeterminedtemperature, for example about 34 Fahrenheit. It is further desired toactuate the valve 26 in order to deliver the cooling medium to the coldstorage devices 2! at a predetermined temperature, about 3 2 Fahrenheit,in order to store up the cooling energy, in excess of that required tomaintain the temperature below 32 Fahrenheit. By doing this, the storedenergy may later be used in maintaining the temperature of the car below34 Fahrenheit for an appreciable period while the car is standing idleand before the cooling system is operated from the external powersource. It is further desired to cause the switch 93 to open, thusrendering the cooling system inactive, when the temperature within thecar reaches about 30 Fahrenheit; and it is desired further to place theheaters M and blowers MI in operation by closing the switch 059 when thetemperature within the car reaches about 28 Fahrenheit. After theheating apparatus has been in operation long enough to raise thetemperature in the car to about 29 Fahrenheit, it is desired to open theswitch I59 in order to render the heating apparatus inactive. If thetemperature within the car continues to rise, it is desired to againclose the switch 93 when a temperature of about 31 Fahrenheit isreached; and to switch the valve 25, when a temperature of about 34Fahrenheit is reached. in order to again deliver the refrigeratingmedium to the direct cooling coils l9. The switches 93 and I59 and theoperating coil I63 may, of course, be controlled to operate at otherthan the temperatures specified but the foregoing temperature range ismentioned merely to indicate the sequence of operation of the variousdevices.

- In order to accomplish this desired sequence of operation, a pluralityof control switches are employed. In the illustrated embodiment, thesecontrol switches are arranged in groups, the several groups I66, I61,and I68 preferably being mounted on separate panels and each groupincluding one of the control switches 99, I64, and I65. Each group alsoincludes switches I69, I16, and HI adapted to open and close with thecorresponding control switch of its group. Switch I69 opens and closeswith switch I65. Switch I10 opens and closes with switch 99, and switch"I opens and closes with switch I64. Each group also has a switch I12,I13, and I14, which is adapted to open when the corresponding controlswitch of the group is closed. Switch I13 is open when the switch 99 isclosed, and switch I14 is open when switch I64 is closed. The shiftableelements of within the car is 32 Fahrenheit and to engage the switchesof each group are carried on members I15 by means of which the switchesmay be moved to open and closed position. Each group of switches hasassociated with it a pair of operating coils; group I66 having operatingcoils I11 and I19; group I61 having operating coils I8I and I83; andgroup I68 having operating coils I and I81. The coils I11, I8I, and I85are adapted to move their corresponding members I15 upwardly to closethe operating switches 99, I64, and I65, and the operating coils I19,I83, and I81 are adapted, when actuated to move the members I 15downwardly, to open the switches 99, I64, and I65. The coils I11, I19,and I8I; I83, I85, and I81 are connected through the return connector INto the direct-current bus conductor 84 while the coil I11 is connectedthrough the switch I12 to a contact I89 of a thermostat device carriedby the panel 43. The blade I9I is connected by means of the conductorI04 to the direct-current bus 83 between the switch 93 and the motor 49.This enables the coils I11 and I19 to be energized either when the caris in transit or when it is stationary. When the car is in transit, thedirect-current generator 5| delivers power to the buses 83 and 84. Whenthe switch 93 is closed, the power delivered by the generator may beapplied to the circuits which includes the coils I11 and I19. When theswitch 93 is open, however, the power developed by the generator cannotbe applied to the circuits including these coils. This, however, is nota disadvantage because the refrigeration system, when operated from thegenerator 5|, is out of commission when the switch 93 is open and doesnot require temperature control of the switch 25. When the car isstationary and the alternating current motor 6| is driving the motor 49as a direct-current generator, power will be delivered by thedirect-current motor, operating as a generator, to the buses 83 and 84and this power is always available to energize the circuits includingthe coils I11 and I19 whether or not the switch 93 is closed. In thisway, the switch 25 is thermostatically controlled whenever therefrigeration system is in operation. The blade I9I is adapted tooperate between the contact I89 and a second contact I93, which isconnected by the switch I69 to the operating coil I19. The coils I8I andI83 are connected respectively through the switches I13 and I10 to thespaced contacts I and I91 of a second thermostat unit carried on thepanel 43, and theblade I99 of which unit is connected by means of thereturn conductor I6I to the direct-current bus conductor 83 between theswitches 85 and 93 so that the coils I8I and I83 may be selectivelycontrolled to operate the switches of group I61 only when the car is intransit, i. e., when the generator 5| delivers power to thedirect-current system and not when the motor 49 is delivering power tothe system during which period the switch 93 is also open. The coils I85and I89 are connected respectively] through the switches I14 and HI tothe stationary contacts 20I and 203 of a third thermostat carried by thepanel 43, the blade 205 of which thermostat is connected through theconductor I6l to the direct-current bus 83 so that the coils 85 and 81may be powered from the direct-current system only when the car is intransit.

Operation In operation, the blade I9I is arranged to engage the contactI89 when the temperature the contact I93 when the temperature within thecar is 34 Fahrenheit. The blade I99 is arranged to engage the contactI95 when the temperature with the car is 31 Fahrenheit and to engage thecontact I91 when the temperature is 30 Fahrenheit; and the blade 205 isarranged to engage the contact 203 when the temperature is 29 Fahrenheitand to engage the contact 20I when the temperature is 28 Fahrenheit.

When the temperature within the storage compartment is 34, the switchI65 has been opened under the influence of the coil I19; the switchesI69 and I12 are respectively open and closed and the coil I63 of thevalve 25 is deenergized. In this condition, the valve isgravity-actuated to deliver the refrigerating medium into the circuit 33leading to the direct cooling coils I9. If the temperature within thecar falls below 34, the blade I9I releases the contact I93 but does notefieet the condition of the switches in group I66 until the bladeengages the contact I89 which occurs when the temperature within the caris 32. At this time, the coil I11 is energized through the switch I12and causes the switch I65 being respectively closed and opened by thisenergization of the coil I8I.

If the temperature in the storage compartment falls below 31, the bladeI99 releases the contact I95 but this does not affect the condition ofthe switches of group I61 until the blade engages the contact I91 whenthe car temperature is 30. At this instant, a circuit is completedthrough the switch I10 to energize the coil I83 and thus open the switch99, which, in turn, deenergizes the coil 91. This permits the switch 93to open under the influence of the spring 95 in order to disconnect themotors 49 and 69 from the generator. Since these motors drive thecompressor and the condenser cooling fan, the opening of switch 93renders the refrigerating system inactive. When the temperature withinthe storage compartment reaches 29, the switch I64 is opened under theinfluence of the coil I81, the switches HI and I14 being respectivelyopen and closed. If the temperature in the storage compartment fallsbelow 29, the blade 205 releases the contact 203 but this does notaffect the condition of the switches of group I68 until the bladeengages the contact 20I, which occurs when the temperature within thecar is 28 Fahrenheit. When the blade 205 engages the contact 20I, acircuit is completed through the switch I14 to energize the coil I85 andthus to close the switch I64. When the switch I64 closes, the operatingcoil I62 is energized and causes the switch I59 to close against thetension of the spring I60. This completes a circuit through theconductor I51 in order to operate the heaters M and blowers I4I from thedirectcurrent buses 83 and 84.

When the temperature within the storage c0mpartment is equal to or lessthan 28 Fahrenheit, the switch I64 is closed, switches Ill and I14 beingrespectively closed and open. If the temperature within the storagecompartment rises above 28 Fahrenheit, the blade 205 releases thecontact Elli but this does not affect the condition of the switches ofgroup 0% until the blade reaches the contact 293. When this occurs, acircuit is completed through the switch ill to energize the coil i871thus opening the switch I 64 and breaking the circuit energizing theoperating coil Hi2. This permits the switch it to open under theinfluence of the spring Wild and breaks the circuit by which the heatersand blowers are energized. As the temperature continues to rise, at 36,the switch 99 is open under the influence of the coil Hit. If thetemperature rises above 30, the blade 11% releases the con tact ill! butthis does not affect the condition of the switches in group it? untilthe blade en gages the contact W5. When this occurs, a circult iscompleted through the switch M3 to energize the coil Hit in order toclose the switch 99. This completes a circuit through the operating coilill which closes the switch Q3 against the tension of the spring 95 thuspermitting power to be delivered from the generator M to thecompressor-driving-motor l9 and to the condenser-cooling-motor lid andplaces the refrigerating system again in operation. When this occurs,the refrigerating energy is delivered to the cold storagedevices iii.

If the temperature continues to rise, at 32, the switch 965 remainsclosed under the influence of the coil ill. This keeps the valve in aposition delivering the refrigerating medium to the cold storage devices20. As the temperature in the car rises above 32, the blade lQi releasesthe contact 689 but this does not affect the switches of group 066 untilthe blade engages the contact H93 at which time a circuit is com pletedthrough the switch Hi9 and the coil H91 which results in opening theswitch 665 and breaking the circuit through the coil The valve 25 thenresponds to its bias and shifts the delivery of the refrigerating mediumto the direct-cooling coil id in order to apply the full force ofrefrigerating energy to the car in order to utilize the entire capacityof the refrigerating system to directly refrigerate the car in order tomaintain its temperature at or below 34".

It should be understood, of course, that the thermostats may be adaptedto have the blades use and 2% thereof engage their contacts E93, use,till, Elli, and at any desired temperature in order to adjust thetemperatures at which the controlled devices operate, the specifictemperatures mentioned merely being to facilitate the description of thesequential operation of the several elements of the system.

In some cases, it'is desirable to arrange the blowers St to circulatethe air within the car when the direct cooling coils ['9 are inoperation in order to obtain a maximum cooling effect at such time. Thismay be accomplished as shown in Fig. l by providing the blowers with ashutter Ziill at the upper end of the conduit to direct the flow of airdelivered by the blowers either into the upper end of the conduit ordirectly out through an opening above the cooling coils 6 9. When theair is thus blown onto the cooling coils, it passes downwardly thereofbehind the bulkheads 0d and enters the storage chamber at the bottomthrough the openings 06. Of course, it is undesirable to operate theheaters when the blowers are in operation to circulate the air past thecooling coil l and so I have shown in Figure 5 of the drawings aschematic Wiring diagram showing the changes and additions which may bemade in the araeoaeoe rangement shown in Figure 3 in order to permit theblower motors ME to operate alone when the cooling coils it are inoperation and to operate in conjunction with the heaters when it isdesired to deliver heat to the storage compartment. It is also desirableto interconnect the heaters and blowers for operation from the externalpower source and this arrangement also is shown in Figure 5. The heatersand blowers are arranged for parallel operation when powered. from thedirect current bus connectors 83 and ti t and means is also provided foroperating the motors in series and the heaters in series between onephase of the alternating-current system when the car is stationary.

In Figure 5 of the drawings, the switch groups 9% and I168 are eachprovided with an additional switch; group i685 having the switch 2H,while group Hi8 has the switch M3. The switch M6 also is provided withcircuit-control elements 2 i5, Zlfi, and S il in addition to the circuitcontrol element M5. The circuit control elements M5 and Eli; are adaptedto be opened and the circuit element 2m to be closed when the circuitcontrol element M5 is closed. Under the influence of the spring Hill theswitches and 2H are normally urged open, and the switches 205 and 2M5are urged closed. Une side of the control elements EM and 2H areconnected together and both are connected by means of a conductorthrough a switch 229 and the conductor itl to the direct-current busconductor 83 between the switches and 93. The switch 225? is normallybiased toward open position by means of the spring 220. The operatingcoil M9 of the switch is also connected between the conductors andbetween the switches and one side of said coil being connected to thecommon conductor HUG leading to the buss while the other side isconnected to the conductor leading through the switch 229' and theconductor Mil to the buss fit. The switch may be closed against its biaswhen its operating coil is energized. One side of the coil is connectedto the direct-current bus conductor between the switches 85 and via theconductor Edi and its other side is connected to one side of both of theswitches Elli and 2H3 in parallel, the other sides of said switchesbeing connected in parallel and to the direct-current bus conductor ilivia the conductor idl. The circuit-control elements ti -i5 and H5 also,on one side thereof, are connected together and to one of the conductorsits leading to the heating elements ll. The remaining sides of thecircuit-control elements M5 and 296 are connected together and to theother of the conductors 639 while the remaining sides of thecircuit-control elements 2i and 2M are connected together and, throughthe conductor 225, to one of the blower motors E li. The other blowermotor is connected to the conductor leading to the switch 225?. Eachblower control shutter Z'lli is normally urged by means of a spring 22?toward a position in which the corresponding blower delivers a currentof air through its cooperating cooling device id but the shutters may beshifted, when their corresponding operating coils 232 are energized, topositions in which the blowers deliver air directly through the heatersit. The operating coils 232 are connected for parallel operation, beingpreferably in parallel relationship with the heater coils and hence arecontrolled through the switch its. Whenever the switch H59 closes toplace the heaters in operation, the shutter 29? will be pushed againstthe bias of their springs 221 to direct the air from the blowers throughthe heating devices.

When the blade 205 engages the contact 203 and opens the switch I59 todiscontinue the heaters from operation, the springs 221 will draw theshutters to a position directing air from the blowers onto the coolingcoils. The switch 229 is normally open but will be closed by theoperating coil 233 when either of the switches 2II or 2I3 is closed inorder not only to energize the coil I49 and actuate the switch I46against the spring I41 to close the contacts I45 and 2I1 and connect themotors MI and heaters M for parallel operation, but also to supplycurrent for driving the motors. The switch 2II will close whenever theblade I9I engages the contact I89 and will open when the blade engagesthe contact I93, 1. e., when maximum cooling effect is desired. Theswitch 2I3 also will be closed whenever the blade 205 engages thecontact 2UI, i. e., when maximum heating is desired and will open whenthe blade engages the contact 203. In other words, the blower motors I4Iwill be actuated whenever the cooling coil I9 is in operation. At thesame time, the shutters 201, under the influence of the springs 221,will cause the blowers to direct air against said cooling coils. Theblower motors MI also will operate whenever the heaters 4| are inoperation but, at such time, the actuating coils 232 will have shiftedthe shutters 201 against the urge of springs 221 to a position such thatthe air currents delivered by the blowers will travel past the heatingelements and thus deliver warm air into the storage compartment. Whenthe car is stationary and the device operating from an external powersource, the switches H5 and 2"; will be closed by the spring I41, thusconnecting the blower motors in series and the heating elements inseries and both sets together for operation in parallel from one phaseof the alternating-current system.

After the external power source is disconnected and the car is intransit the spring I41 of the switch assembly I45 will yield, to permitthe circuitcontrol elements 2I5 and M6 to open and the circuit controlsI45 and M1 to close and thus isolate the blowers from the heaters andconnect the blowers in parallel and the heaters in parallel foroperation as heretofore described from the direct-current buses 83 and84, whenever the switch 229 closes.

It is though that the invention and numerous of its attendant advantageswill be understood from the foregoing description and it is obvious thatnumerous changes may be made in the form, construction, and arrangementof the several parts without departing from the spirit or scope of myinvention or sacrificing any of its attendant advantages, the formsherein described being preferred embodiments for the purpose ofillustrating my invention,

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent is as follows:

1. In a refrigerating system for traveling vehicles, a cold storageelement communicating with a chamber to be cooled, a refrigerant conduitassociated with said cold storage element to deliver refrigeratingenergy thereto for storage for future release to cool the atmosphere inthe chamber, a second refrigerant conduit in communication with saidchamber and adapted to deliver refrigerating energy directly to theatmosphere of the chamber and means responsive to the temperatureprevailing in the chamber and operated by electrical power developed bythe movement of the vehicle for controlling the circulation of arefrigerating medium selectively through one or the other of saidconduits.

2. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehiclecomprising a direct cooling element, a cold storage element, a systemfor circulating a refrigerating medium to said direct cooling elementand the cold storage element, valve means to control the circulation ofsaid medium in said circulating system selectively to said directcooling element or the cold storage element, and means for actuatingsaid valve means by electrical power generated by the movement of thevehicle.

3. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehiclecomprising a direct cooling element, a cold storage element, a systemfor a refrigerating medium, valve means to control the circulation ofsaid circulating medium selectively to said direct cooling element orthe cold storage element, and means for actuating said valve means byelectrical power generated by the movement of the vehicle when thevehicle is in motion and by electrical power from an external sourcewhen the car is stationary.

4. In a refrigerating system for traveling vehicles, the combination ofa vehicle, refrigerat-- ing means for said vehicle comprising a directcooling element, a cold storage element, a system for a refrigeratingmedium, a valve in said system for controlling the circulation of therefrigerating medium directly to said cooling element or the coldstorage element, and thermal responsive means controlled by thetemperature in the vehicle to operate said valve by electrical powergenerated by the movement of the vehicle.

5. In a refrigerating system for traveling vehicles, the combination ofa vehicle, refrigerating means for said vehicle comprising a directcooling element, a cold storage element, a system for circulating arefrigerating medium, a valve operatively associated in said system forcontrolling the circulation of the refrigerating medium selectively tosaid direct cooling element or the cold storage element, electricallyoperated means actuated by power generated by the movement of thevehicle for actuating said valve, and a thermostat for controlling theoperation of said electrically-operated means.

6. In a refrigerating system for traveling vehicles, the combination ofa vehicle, refrigerating means for said vehicle comprising a directcooling element, a cold storage element, a system for circulating arefrigerating medium to said direct cooling element and the cold storageelement, a valve operatively associated in said system for controllingthe circulation of the refrigerating medium selectively to said directcooling element or the cold storage element, electrically operated meansfor actuatingsaid valve, an electrical generator driven by the movementof the ear, and means for delivering power from said generator to saidelectrically-operated means.

7. In a refrigerating system for traveling vehicles, the combination ofa vehicle, refrigerating means for said vehicle comprising a directcooling element, a cold storage element, a system for circulating arefrigerating medium to said direct cooling element and the cold storageelement, a valve operatively associated in said system for controllingthe circulation of the refrigerating medium selectively to said directcooling element or the cold storage element, electrically operated meansfor actuating said valve, an electrical generator driven by the movementof the car, and means including a control thermostat for deliveringelectrical power from the generator for the operation of saidelectricallyoperating means.

8. In a refrigerating system for traveling vehicles, the combinationof avehicle, refrigerating means for said vehicle comprising a directcooling element, a cold storage element, a system for circulating arefrigerating medium to said direct cooling element and the cold storageelement, a valve operatively associated in said system for controllingthe circulation of the refrigerating medium selectively to said directcooling element or the cold storage element, electrically operated meansfor actuating said valve, an electrical generator driven by the movementof the vehicle to provide power for said electrically-operated meanswhen the vehicle is in motion, and means to power saidelectrically-operated means from an external source of electrical powerwhen the car is stationary.

9. In a refrigerating system for vehicles, the combination of a vehicle,having an enclosure to be refrigerated, power-operated refrigeratormeans comprising a direct coolingelement for refrigerating theatmosphere of the enclosure, a cold storage device, and means forcirculating a refrigerating medium including control means fordelivering the refrigerating medium selectively to said cooling elementor to said cold storage device, and electrically-operated means actuatedby electrical currents generated by the movement of the vehicle foroperating said control means.

10. In a refrigerating system for traveling vehicles, the combination ofa vehicle, a refrigerating apparatus for said vehicle comprising adirect cooling element, a cold storage element, and means to deliverrefrigerating energy selectively to said elements, electrical meansactuated by the movement of the vehicle for powering said refrigeratingapparatus, and means associated with said electrical means andresponsive to the prevailing temperaturewithin the refrigerated vehiclefor selectively controlling the delivery of refrigerating energy to thecooling element or the storage element.

11. In a refrigerating system for vehicles, the combination of avehicle, an electric generator driven by the movement of the vehicle,refrigerating means for said vehicle comprising a direct-coolingelement, a cold storage element, a compressor, a condenser,electrically-operated means to connect the compressor and condenserselectively in circulating systems including the cooling element and thecold storage element,

' electrically-operated means for cooling the con denser and driving thecompressor, electrically operated temperature responsive devicesoperatively associated with said electrically operated means foractuating the same in response to temperature conditions prevailingwithin the refrigerated vehicle, and means to deliver electrical powerfrom said generator to the several electrically-operated means.

12. In a refrigerating system for vehicles, the combination of avehicle, an electrical generator driven by the movement of the vehicle,refrigerating means for said vehicle comprising a direct-coolingelement, a cold-storage element, a compressor, and a condenser,electrically-operated means for selectively connecting the compressorand condenser alternately in circulating systems including one thecooling element and another the cold storage element, switching meansfor powering the electrically-operated means from said generator,electrically-actuated means for driving the compressor and for coolingthe condenser, electrical connections including switch means forpowering said electrically actuated means from said generator, andtemperature responsive devices for selectively actuating the severalswitch means in response to temperature conditions prevailing within therefrigerated vehicle.

13. In a refrigerating system ,for vehicles, the combination of avehicle, a direct current electrical generator driven by the movement ofthe vehicle, refrigerator means for said vehicle, a direct-current motorfor driving the refrigerator device when the vehicle is in motion,electrical connection for delivering power from said generator to saidmotor, an alternating current motor drivingly connected with therefrigerating system and with said direct current motor, electricallyoperated temperature responsive control means operatively associatedwith said refrigerating means, and means for powering said alternatingcurrent motor from an external power source when the vehicle isstationary whereby said refrigerating means and said electricallyoperated control means may be actuated by power delivered by said directcurrent generator when the car is in motion and whereby therefrigerating means may be driven by said alternating current motor andthe electrically operated means actuated by electrical power deliveredby the direct current motor operating as a generator when the vehicleisstationary.

14. In a refrigerating system for vehicles, the combination of avehicle, refrigerating means therefor including a cold storage deviceand including a cooling coil for directly cooling the air within thevehicle, valved means for directing refrigerant selectively through thecold storage device or through the cooling coil, a direct current motorfor driving the refrigerating means, a di rect current generator drivenby the movement of the vehicle, electrical connections for deliveringpower from said generator to said motor and to said valved means foractuating the same, an alternating current motor adapted to be energizedfrom a plug-in from an external source of alternating current when thevehicle is stationary, said alternating current motor being drivinglyconnected with said refrigerating means and said direct current motorwhereby to motivate the refrigerating means and drive the direct currentmotor as a generator to deliver power for actuating the valve means whenthe vehicle is stationary.

15. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehiclecomprising a direct cooling element, a cold storage element, a systemfor circulating a refrigerating medium to said direct cooling elementand the cold storage element, valve means to control the circulation ofsaid medium in said circulating system selectively to said directcooling element or the cold storage element, means for actuating saidvalve means by electrical power generated by the movement of thevehicle, and means to permit actuation of said valve means by electricalpower from an external source when the vehicle has stopped.

16. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehicle, means tocirculate refrigerant in said vehicle, said circulating means beingdriven by electric motors, a source of alternating current for drivingsaid circulating means and an alternative source of direct current fordriving the circulating means, one of said sources of current beingoperative when the vehicle is moving and the other being operativeduring periods of stoppage, means to connect the motors in series whensupplied from the alternating current source, and means alternatively toconnect the motors in parallel when supplied from the direct currentsource.

17. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehiclecomprising a direct cooling element, a cold storage element, a systemfor circulating a refrigerating medium to said direct cooling elementand the cold storage element, valve means to control the circulation ofsaid medium in said circulating system selectively to said directcooling element or the cold storage element, means for actuating saidvalve means by electrical power generated by the movement of thevehicle, and thermostatic means within the compartment to be cooled,said thermostatic means being connected to control the actuation of saidvalve means in accordance with temperature conditions in the chamber tobe controlled.

18. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehiclecomprising a circulating system for a refrigerating medium, a vehiclecooling device, a standby cooling reservoir, means to control saidcirculating system to actuate said vehicle cooling device to refrigeratethe vehicle to a predetermined temperature and to cool said reservoir,generator means actuated by the movement of the vehicle to operate saidcontrol means, and means to cut out said generator from the controlmeans circuit when the vehicle stops.

19. In a refrigerating system for traveling vehicles, the combination ofa vehicle, power-operated refrigerating means for said vehiclecomprising a circulating system for a refrigerating medium, a generatoroperated by the movement of the vehicle to control the refrigerationwithin a compartment of the vehicle, a standby source of refrigeration,means to cut the generator out of the circuit when the vehicle stops,and means adapted to be connected to furnish current from an additionalsource to feed refrigeration from said standby source to the saidcompartment of the vehicle.

ARTHUR E. DEMPSEY, JR.

